BPW DIGEST · 56 Hawky Haulage Bruce McMurdo, Hawky Haulage’s despatch manager has challenges...

BPW DIGESTBPW’S MAGAZINE FOR THE TRANSPORT INDUSTRY IN AUSTRALIA & NEW ZEALAND

SPRING 2015

Ray Scott’s life has been a journey from

blue collar to badge of honour. 12Weed seeds are no match for

De Bruin Engineering’s Harrington®

Seed Destructor. 20

A commitment to service, innovation

and customer satisfaction are the

backbone of Moreland Holdings. 24

Snapshot of an icon Human-centred design Field of vision

A brutal businessWaste collection, processing and disposalis tricky, but M & H Contractors thrives on the challenge. 16

BPW Transpec Digest SPR15Press.indd 1 2/12/2015 12:15 pm

TRANSPEC DIGEST • AUTUMN 20152

Best ofthe best

• World’s leading trailer equipment brands

• Qualified product and technical specialists

• Australia wide service and genuine spare parts support

• Infield service and preventative maintenance training

• Ongoing support you can rely on

AXLES, AIRBAG SUSPENSIONSAND BALLRACE TURNTABLES

TIPPING HOISTS

TRAILER COUPLINGS

HORIZONTAL LOADINGUNLOADING SYSTEM

B t Of Th B t 2013 O l i dd 1 6/11/13 10 31 AMBPW Transpec Digest SPR15Press.indd 2 2/12/2015 12:15 pm

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BPW TRANSPEC DIGEST - SPRING 2015

Contents

Welcome to the Spring 2015 issue of the BPW Digest.

While we are winding up another year, there is no doubt the

general market environment in the Australian transport industry

is not easy going at the moment, but we are optimistic the tide

will turn and sentiment will change in the New Year.

With pressure in the mining sector and unfavourable weather

conditions, which affect agriculture and consequently investment

in agriculture equipment, general conditions are less than

favourable. However, we see this as an opportunity to explore

different ways of doing things and streamlining processes, to

improve the company’s performance. It is clear to us that our

work hard to achieve these. In recent times we have managed

our customers and with production in Australia, we have the

service team, workshop network and the Free First Service

policy.

With these services and our comprehensive product portfolio,

which includes the core brands of BPW, Ringfeder, Edbro, Cargo

Floor and Transpec EBS, we can provide a complete product and

service solution for our customers, rather than just individual

products. This range supports the BPW Group’s philosophy of

being a system partner to the transport industry.

We hope you enjoy this latest issue of the BPW Digest, and

on behalf of the employees at BPW Transpec we wish you all a

happy, prosperous and safe Christmas, New Year and summer

break.

4 Landscape

8 Events

12 Scott GroupWhile Ray Scott inherited a family business, he epitomises the hard working nature that is required to keep a business going, despite the tough times. His working life has been a journey of two tales – from blue collar to badge of honour.

16 M & H ContractorsWaste collection, processing and disposal often a tricky and complex business but the two men behind M & H Contractors have been doing it for more than 25 years.

20 De Bruin EngineeringIn response to global herbicide resistance, the latest version of the Harrington® Seed Destructor – built by De Bruin Engineering – is designed to destroy 95 percent of weed seeds captured in the harvest operation, intercepting the annual weed seeds returning to the seed bank in broad-acre cropping.

24 Moreland HoldingsMoreland Holdings has established its market position in the forestry sector, built

parents’ vision: a commitment to service, innovation and customer satisfaction.

28 T&G

company specialising in moving chilled produce from the grower to the retailer.

32 DigwrightA steering widener trailer offers Digwright the best of both worlds in high-frequency heavy haulage.

36 South West FreightA savvy transport maintenance manager can implement improvements to vehicle

insight.

38 Customised Gas Australia GroupWhen it comes to moving gas, Customised Gas Australia Group is a leader and an innovator.

42 Granite Belt Fruit FreighterIn Queensland’s apple country, Granite Belt Fruit Freighters is known for moving much more than fruit.

46 Burgundy HeightsTime on the job can be the best educator when it comes to working out equipment solutions; all the more so when the people doing the job have some engineering ingenuity. Getting heavy equipment into some tight places is stock in trade for Burgundy, be it in the bush or at a highway bypass.

50 Rainbow TransportWe meet a couple who have worked hard to combine a company and a lifestyle and attain the elusive ‘work-life balance’ that is so desired these days.

52 Graystar TrailersGraystar Trailers celebrates its 150th trailer build in a unique on-road partnership with long-standing client, Sargeant Transport.

56 Hawky HaulageBruce McMurdo, Hawky Haulage’s despatch manager has challenges daily. It is the business they are in: heavy haulage, and just about every job they do, every load they take, is a challenge, but he’s up for the task, because that’s what they do.

58 Trailer CentreWe talk to the young engineer and trailer builder who took up the reins of the Trailux Horse Float agency in New Zealand. Stefan Oelhafen

From the Joint MDs


LANDSCAPE

BPW DIGEST • SPRING 20154

Welcome Grant Kemp!On 1 April this year, Grant Kemp took over from David Sinclair as Manager – Queensland and Northern Territory. Out and about and meeting people from day one, Grant cites getting to know the team

best part so far.

Having worked previously at MaxiTRANS as National Sales Manager, Grant is familiar with the industry, and it was a keenness to remain in the transport industry, coupled with the quality and reputation of the BPW product and the opportunity for growth that drew him to the role. “Like all companies there are opportunities for growth and change. The product is already so good, but there are always things that can be done,” he said.

He concedes the slowing market is a challenge at the moment, but is optimistic things will change. When asked about his hopes for the industry, Grant proffered, “people to start buying again. The industry is very strong and there are a lot of good people in good companies. I just hope we don’t see any iconic builders or operators forced out of the industry because of economic conditions.”

Over the next few years Grant is looking forward to working closely with customers to understand their needs and best ensure the product and service offering meets those needs.

Hailing from South Africa originally, Grant moved to Australia nine years ago seeking to build a new life for his young family.

“I love it here in Australia, I love Queensland,” he says earnestly and

with pride. “I came over for a holiday before moving here and spent some time in Melbourne, Sydney and Brisbane. I picked Brisbane because of the weather, and I’m so glad I did.”

Describing BPW Transpec as innovative and service-focused, Grant is clearly happy with his new role. A self-proclaimed “open book,” he gets to the point with brevity. A love of travel has taken him all around the world, with Canada being a standout favourite and when

supporting the Broncos or the Queensland Reds.

Farewell David SinclairWe offer our sincerest thanks and best wishes to David Sinclair who retired from full-time employment with BPW Transpec on 30 April this year after 30 years with the company. David started his career with BPW Transpec as an Assistant Product Manager in the

as Western Australian State Manager and after six years in that role David moved back east to Brisbane as the Queensland State Manager. Under David’s guidance the Brisbane branch grew from a

with a warehouse and workshop. Sales support for the Northern Territory was added to David’s role in 2009.

We are fortunate David is continuing to work on ad hoc projects with BPW, ensuring his extensive market and product knowledge is still accessible. Currently David is working at the Auckland branch.

David, we wish you all the very best for a happy and healthy retirement, and hope you enjoy this next phase of your life.

Above: David Sinclair (3rd from left) with the staff at BPW Transpec’s


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ANZAC Day trek to KokodaOn ANZAC Day 2014, Matt Burns, Product Consultant in Brisbane, and three of his fellow former-RAEME/ADF (Royal Australian Electrical & Mechanical Engineers/Australian Defence Force) mates decided they’d trek Kokoda for ANZAC Day 2015 (100th anniversary of Gallipoli). After training for some months with a regime that comprised walking 30 kilometres Monday to Friday with his dogs, and climbing Mt Cootha and Mt Coolum most

kilometres from Owers’ Corner to Kokoda.

Describing the ANZAC Day service at Isurava and meeting Kurt Fearnley OAM as the best parts, and the very wet and slippery mud as the most challenging part, Matt said he’d absolutely do it again, however he’d trek in the opposite direction. Well done Matt, what a great achievement!

Left: Matt Burns above Isurava

We offer our congratulations to the following companies for achieving so many years respectively in their businesses, and wish them all the best for many more years of success.



LANDSCAPE

Our youngest reader

Earlier in 2015, just after we’d gone to print with the previous issue of the Digest, we received an email from Neville. He had picked up the BPW Digest at a roadhouse in the Northern Territory and gave it to his grandson Flyn, who we believe to be our youngest reader. A trucking enthusiast, Flyn

quite on BPW running gear, we’re hoping he’ll consider us in the future!

Congratulations Will! This year, Production Planner, Will Dolley, travelled overseas to Asia and Europe to compete in senior level fencing championships. Competing in the Open Men’s epee event,

Asian Championships in Singapore in June,

Championships in Moscow in July.

In epee the whole body is target, and

two events are foil and sabre. In foil the torso

and back are the target area, while in sabre it’s the whole top half of the body.

This year alone, fencing has taken Will to Hungary, Sweden, Germany, Italy, Singapore and Russia. In Hungary he was fortunate to train with the current World Champion, Geza Imre and apart from the sheer hard work, said it was a great experience to train with a professional for three weeks. While he was in Germany, he also had the chance

that as a highlight of the trip.

Will has been fencing for more than 20 years, and has been travelling overseas to compete since 2001, including representing

is on the Olympic Shadow Team, and has been ranked No. 1 in the country. To date, no Australian has won an Olympic medal

Congratulations Will, we’re all very proud of your achievements!

Congratulations to Kevin Adolphus, Product

working at BPW Transpec. Thank you Kevin, and we wish you all the best for your future years with the company.


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Staff completing Cert IVNine BPW Transpec employees from our Assembly and Warehouse

a nationally recognised accreditation and will assist the participants in implementing business and team process improvements. Congratulations to everyone!

from Rochdale) and Michelle Rickard (then National Supply Chain Manager) Not pictured: Shaun Smith and David Mortellaro

A commitment to trainingThe importance of correct installation and maintenance of BPW products cannot be underestimated, and for this reason, Stephen du Toit, National Customer Service

year to conduct training sessions on these, and other important issues. With topics ranging from installation, spare parts, EBS, troubleshooting, maintenance and even sales, he can construct and deliver training to suit your company’s needs. As you’ll see from the images, training doesn’t always have to take place in a training room! Our mobile training trailer can be brought to your premises and customised training can be arranged.

1. Training at Toll

2. Staff from Krueger during training at

Melbourne

3.in Tasmania

4. Onsite at Harder Transport in Port

5.

6. EBS training at Butler’s Mechanical Services in Port

7. Training at CMV Truck & Bus with people from

Arthur Transport and an independent

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EVENTS

Once again, the Brisbane Truck Show was a standout event and attracted more than 33,000 visitors and 300 exhibitors over the four days. BPW Transpec used the opportunity to replace our old stand with a modern, fresh look that is more closely aligned with our, and BPW’s strategy of being a System Partner to the industry.

The stand was designed to showcase the new axle display, which had all Transpec products including BPW (with axles, landing legs, air tank), Ringfeder, with the new 303AUS,

the one display. Inspired by displays from BPW in Germany and BPW

the streamlined design allowed those who were interested to see all product variations easily and the layout encouraged customers to walk into the stand to look at the display.

For yet another year, BPW Transpec’s German night was a great success. We thank everyone who joined us on the evening, and who visited the stand during the show.

Brisbane Truck Showand German Night


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EVENTS

The key focus of BPW Transpec’s

we attended this year was to introduce BPW’s new-to-Australia Hydro-Pneumatic Suspension. This suspension, available in Europe for 15 years, is ideal for agricultural vehicles with special roll stability requirements. Its high degree of equalisation between the axles ensures even load distribution. This system uses the oil supply from the tractor’s hydraulics to activate the suspension. The oil moves from one cylinder to the other, ensuring the trailer remains level, even in hilly conditions. Available in braked and unbraked, the system comes pre-adjusted and can be pre-assembled for easy installation.

Huddy (Product Consultant)

Carmen Ohler (National Product

with steering axle on display at Dowerin

Agricultural Field Days

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Zagame Bike RideThe 2015 Team Zagame – Ride around the Bay marked the third consecutive year a group of BPW Transpec employees, customers and suppliers has ridden the 130 kilometres from St Kilda to McCrae and back. On Sunday 11 October, the

Following Beach Road, then Nepean Highway the group was fortunate to have beautiful weather and a tail wind! Everyone on the team made it back safely and enjoyed a celebratory lunch with all the other riders. The ride raised $10,000 for the Smith Family. Congratulations to all the participants and if you are interested in joining in next year please email [email protected] to register.

LRTASA Conference AWRE

BulkTanker DayStephen du Toit presenting at

organised by the NBTA on



RAY SCOTT GROUP • AUS

SNAPSHOT OF AN ICON

Words by Mark Pearce


Born in Strathalbyn, South Australia, Ray Scott arrived in Mount Gambier with

his parents when he was just two years old. During his early childhood, Ray would play in the driveway of his Moole Street home where all the trucks were being repaired.

deck, so from the time I could walk the old man had me standing on a crate underneath holding bolts in place while he and his mates assembled the decks. It was part of life,” recalls Ray, Managing Director of the Ray Scott Group.

Ray was ten years old at the time when his father, the late Allan Scott, best known as ‘the grandfather of Mount Gambier’, bought

point suspension. That trailer became the beginning of a family empire, known back then as Scott’s Livestock Transport.

bogies in those days. We had one that had a single point BPW suspension and we just kept running it; you couldn’t wear it out,” he laughs.

Ray concedes the biggest transformation in the road transport game he’s seen has been equipment innovation. From single drives to bogie trailers, vacuum brakes and the introduction of beam trailers and air suspensions.

“Every trailer these days is carting at least three times more and three times the

bullocks on a B-double, and I’ve got to admit, the air suspensions make a huge difference to the cattle after they’re unloaded and get their feet back on the ground,” claims Ray.

When he left school at the age of seventeen, Ray began his transport career driving a

tray truck around Mount Gambier, but shortly after he turned 21, life and the family business changed dramatically. Ray headed north to drive tankers in Darwin while Scott’s Transport Industries emerged as a

operating out of Adelaide, carting black oil from Port Stanvac to Port Adelaide and the Torrens Island smelter. The Scott’s tanker

too did Ray’s immediate family.

Ray and his wife, Jill brought up their son Ash, and two daughters Pru and Libby, who have all since helped extend the family, making Ray a grandfather of seven.

has spent much of his working life at the Scott’s business, amassing knowledge as he moved from operations to managing the depot. Now as Fleet Manager, he looks after the logistics of 300 prime movers and 1,200

trailing pieces of equipment.

“My grandfather wanted me to get involved so I’m the third generation to get to know every corner of the business. Our kids aren’t quite old enough yet, but they will have the same opportunity if they want it,” says Ash.

The Ray Scott Group, which Ray owns and manages independently, is a sideline livestock business and separate to the main Scott’s division, which carts freight and fuel. Ray has kept all the Queensland farming businesses in the family, which he has expanded considerably because ultimately, you can’t stop a man getting away from what’s in his blood. He has carried on the livestock cartage and family pastoral properties and his impact on the framework of business has been direct and immediate. He began with one B-double that he used to drive to Queensland, and in addition he purchased another B-double, then another two.

13

It’s said that life is a series of snapshots; personal moments that begin to make known the measure

Scott inherited a family business empire or an exclusive estate is of no

life has been a journey


RAY SCOTT GROUP • AUS


“I don’t know how it’s happened but four B-doubles has gone to ten B-doubles and three road trains and I don’t know where it all went wrong…” he jokes, making light of the choices he’s made and goals achieved.

Overall the Ray Scott Group is made up of twelve Kenworths, eight Western Stars and one Iveco. Every livestock trailer they own

as well as a number of dollies they’ve built out of their workshop in their new Mount Gambier premises.

“Anything for bush work and there’s only one set of axles and suspensions as far as I’m concerned, and that’s BPW. We can’t afford to run anything else,” declares Ray.

Apart from having easy access to parts, Ray is adamant that it’s all about brand and back-up support.

“I know where the steel comes from and I’ve

got faith in the engineering. And I’ve had a 100 percent support forever from BPW Transpec.”

Ray’s sideline business was never really meant to expand but the company now employs a dozen staff on the ground, plus twenty drivers, and by the time you add

at any one stage, they’ve got around sixty organised employees closely handling all the elements.

Although he loves his livestock, Ray also has passions outside of the business, namely motor sport and motor homes. He’s got permanent tickets to the Indy 500 in the

home away from home located in Clayton, about thirty miles south of the track, where he travels the Indiana freeways without

SNAPSHOT OF AN ICON

“…BELIEVE IN YOUR CONSISTENCY OF

RAY SCOTT


well,” he says. There’s no over-taking Ray.

Wherever Ray travels, he’s fortunate enough to be well looked after. In September 2015 he was invited to visit the Thailand Mitsubishi factory and was surprised to discover that a developing nation could build transport equipment almost second to none. But the issue that dawned on him the most – and one which he’s found hard to accept from that point forward – is the difference in working cultures.

“The way people work over there and what they put into their work is unbelievable. Our industry in Australia is unique and you’ve got to have a special breed of person to drive an interstate truck, but as a nation we really have to lift our pride and [our] ‘wanting to exist’. ” He clears his throat and continues…

“There are a lot of interesting things happening here and a lot of possibilities opening up, but at the same time we have a new generation addicted to iPads and iPods that have never done a hard working day in

get given a Commodore and all this!”

Ray is a playful, funny and talkative man, and doesn’t miss an opportunity to land a jibe. However, pride and dignity is something he revels in. This is no more apparent that when he was inducted into the National Road Transport Hall of Fame in 2013. It was a tumultuous year for Ray. Everything had turned for the worse, until he received the badge of honour.

“That year I was waiting to have treatment for cancer. I got rolled by a bullock and couldn’t walk properly; everything had gone wrong. I was inducted to the Hall of Fame and had my radiation treatment, and that was the turning point. Everything started to become good again.”

As a result of Ray’s life-time involvement and contribution to the Australian transport industry, Liz Martin, Director of the Hall of Fame, phoned Ray to ask if he

organisation.

“Liz rang me one evening and said: ‘by the way, you’re on the board too!’ So I’ve helped

them out where I can and it’s been a tonne of fun.”

As to the aim of how to be truly representative of the industry, Ray provided this piece of advice…

“You gotta keep up with the times. You have to live it and be there so people can always

this… believe in your consistency of thought all the way through life, because consistency is stability.”

Over the next decade, the transport

in leadership; there is a risk that the talent of this leadership will be lost unless it can harvest the wisdom and knowledge of legendary leaders like Ray Scott. Now more than ever, young executives need access to

to take leadership and responsibility for the economic wellbeing of the industry.

Passing on that knowledge and the ‘how to’ of their achievements to emerging leaders will no doubt be one of Ray’s greatest legacies.

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Ray Scott with son Ash Scott


M & H CONTRACTORS • NZ

It can bea brutalbusiness

Words and photographs by Mike Isle

The one in which our intrepid correspondent goes



Well, all we can say is, “this is bleak.”

We are standing on an exposed ridge, the wind and rain cutting through us, looking at countless tonnes of rubbish excreted and extracted from New Zealand’s largest city.

The wind and rain are a blessing, apparently. Without them the dust and the smell would be much worse. Almost unbearable unless you are used to working here.

The writer is not. The man standing next to him, making the statement, is.

Howard Wood has been in the rubbish business for a quarter of a century, though he would be the last to call his business, or what we are standing in, rubbish. It is waste, recyclables: and where we are standing is

We have to get it right.

Howard and his business partner Malcolm McLachlan pioneered Materials Recovery

Facilities (MRF) operations in New Zealand, known in the industry as Murphs in the early 1990s prior to setting up M & H Contractors.

M & H stands for Malcolm and Howard—the

They started the company in 1992 after Howard’s bin collection company was purchased by American giant Wastecare, later to be enfolded into Waste Management.

Unbroken in all those years, their Wastecare/Waste Management contract remains the longest and most resilient in the industry.

The two men have complementary skills: Howard, a self-confessed “corporate”, handles the commercial side; Malcolm, an erstwhile digger driver, handles the operational side.

tippers, together with ten excavators

operations.

Factor in back up trailers, workshop service vehicles and company utes, and the

volumes to be moved every day.

what he describes as the perfect trailer

Specifying is a shared process. The two companies confer closely in key areas such as hydraulics (heavy duty) and dual controls (complex).

The preferred running gear is BPW.

17


M & H CONTRACTORS • NZ

It can be a brutal business

Both companies agree there are special and unique challenges in building and specifying truck and trailer units for M & H Contractors.

Waste collection, processing and disposal is often a tricky and complex business—hard on trucks, men and processes.

M & H processes waste collected from companies, demolition and construction sites. They don’t “do” residential or roadside collections. Truckloads of waste are tipped

stations.

Recyclables are then extracted and sold.

and is applauded by environmentalists, the commercially minded Howard sees it in economic terms.

There is money in rubbish.

The waste that is left is further divided to ensure it ends up in the most appropriate

economically.

At this point, the uninformed observer would think waste—divided or not –it still just waste, and it matters little which of the company’s truck and trailer units carts it to

However, that is where the complexity

M & H Contractors’ trucks and trailers operate in a harsh environment, as do the men who drive them.

We saw that on our exposed ridge-line.

So the trailers are built tough. They are big and solid. Often suspension suffers and not only because of the terrain and weight—diggers don’t just load the loads, they pound them down to gain optimal weight per load and the suspension has to stand up to brutal treatment.

That is why it is BPW.

But not always. Some loads are not as corrosive or heavy as others and a lighter



but there a second set of challenges arise.

nature, are either dustbowls or a trailer will be axle-deep in mud. There seems

way, the drivers know they have to get in and get unloaded as quickly as possible, because there is about to be a long and unproductive delay—the wash bay.

There is nothing unreasonable about the wash bay, says Howard. He understands no central health authority or council can countenance a truck and trailer leaving a

state highway. But cleaning those trucks takes a substantial amount of downtime and has to be factored into the operational economies of business.

So, does the economy. Howard makes the interesting comment: waste is an

when New Zealand’s economy was going through one of its down periods, the

amount of waste reduced by 30%.

Today, the economy and the attendant waste have been more than restored and the waste industry’s infrastructure is struggling to cope.

But coping they are.

Up here on our bleak ridge, M & H Contractors has no fewer than three trucks and a fourth arrives as we prepare to leave.

also equates to a third of the company’s cartage operation—disposal, after collection and processing.

That points to M & H Contractors being a well-organised, well-run company.

No wastage.

Editorial note: It is pertinent to point out the interview for this story—a relatively long interview—was conducted over coffee

acknowledges and appreciates Howard Wood’s thoughtfulness.

M & H Contractors’ rigs onsite at Redvale

Howard Wood

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DE BRUIN ENGINEERING • AUS

WHarrington® Seed Destructor, the response from grain growers was attention grabbing to say the least.

Fostering the new innovation, West Australian farmer Ray Harrington developed the 5-tonne machine to control weed seeds returning to the seed bank during harvest.

The idea came out of necessity when his crops started becoming herbicide resistant. Ray looked at alternatives for a mechanical method to combat the weed seed warfare, and eventually came up with a cage mill design system that crushes the weed seeds as they are collected and removes them from the machine header.

The Grains Research and Development

the latest version of the Harrington® Seed

intercepting the annual weed seeds returning

HUMAN-CENTRED DESIGN

Words by Mark Pearce


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Corporation supported Ray’s prototype design and developed it further to commercialisation stage. The government body tendered out the licence and De Bruin Engineering was eventually awarded the exclusive worldwide licence to build the machine.

To date, De Bruin Engineering Ltd has built three original Harrington® Seed Destructor prototypes as well as a total of nine purchased units.

Two units sold to America, another was purchased by a Canadian government body, and the others have been sold to farmers in Western Australia,” explains Jamie McDonald, De Bruin Engineering Manager.

The De Bruin Engineering history dates back some 45 years when the company (originally named Timber Tech Engineering) was orientated towards saw milling and wood

the company and De Bruin Engineering was formed, which is now part of a group of companies owned by the de Bruin family.

mobile plant equipment and agriculture.

“We’re pushing towards producing more and more products in the agricultural industry and the Harrington® Seed Destructor is one of those products that’s hopefully going to lead us to a semi production line to help increase our product range,” says Jamie.

McDonald, who has been an integral part

of De Bruin’s success for a dozen years, trouble-shoots and commissions all projects inside the company, located at Mount Gambier. He also plays a major role in the company to design and deliver world-class technology for its customers.

“Engineering solutions is our history and reputation. Customers come to us and want the whole package, so we provide entire turnkey project design, right through to construction, commissioning and supply of products. We don’t build equipment unless it’s reliable and robust, and the seed destructor is a great example of that,” says McDonald.

The farmer understands that the paddock is one of dirtiest places in the agriculture environment. Throughout the harvest


DE BRUIN ENGINEERING • AUS

period, many farmers operate 24 hours a day, seven days a week, and during this time the De Bruin-built seed destructors are busy working under the high duress of the dust, the stubble and the grain which tests the precision and reliability of everything underneath the unit.

BPW supplied the nine-stud, non-brake stub axles for the original series machine, which

locally sourced spring suspension to those units. However, when the updated seed destructor series is released, De Bruin will have the full suspension, axle

McDonald explains...

“Now that the BPW agricultural range has increased, there are more products available here in Australia. So instead of us building it all and costing us more money, we want to purchase the full BPW system (instead of just components) and put it all underneath our machine.”

While the seed destructor kills seeds, the relationship between BPW and De Bruin Engineering keeps growing.

“When we buy in for our own design we always look for a well-known brand with a reputation like BPW. And when our product range grows, which is looking more and more likely, we will stick with the same brand because it’s about the strong relationship we’ve already got.”

Market uptake of the seed destructor was slow in its initial stages, but this was mainly due to the fact that it takes around three years before the farmer can see a true result of weed seed elimination in the cropping system. Remarkable results have seen ramped-up enquiries and new orders for the next series design as De Bruin slates their

New features for the latest series include a Cummins 149kW industrial engine with full hydraulic drive, two rear rotating

enclosure, and a heavier duty cage mill. As a consequence, all these improvements will help to destroy at least 95 percent of annual

for the farmer.

HUMAN-CENTRED DESIGN



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“What this means is that this is now the foundation stone for a regional business to build an internationally sold product,” says McDonald.

This year De Bruin Engineering was recognised with an Edison Award™, for innovative agricultural design, which is one of the highest accolades a company can receive in the name of human-centered design, innovation and business success.

As a result of all of this, there is a new shift towards the mechanised, agricultural weed seed solution and a future prosperity to

the working town of Mount Gambier, as well as De Bruin Engineering and its long-term suppliers.

WHILE THE SEED DESTRUCTOR IS VITAL TO THE AGRICULTURAL INDUSTRY SO TO IS THE RELATIONSHIP BETWEEN BPW AND DE BRUIN

The Harrington® Seed Destructor in the


MORELAND HOLDINGS • AUS

FIELD OF VISION

Words and photographs by Mark Pearce



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Colin and Raylee Moreland began their working life in the transport industry,

acquiring an earth-moving business in Nelson on the South Island of New Zealand.

They soon founded a small trucking business, transporting logs in the 1970s, and quickly expanded with three log trucks and an excavator.

foresaw opportunities for his family ‘across

informed their three sons, Kelvin, David and Craig, of the momentous plan to move. The Moreland family said their goodbyes to their friends and sold up everything; they were on their way to the Tea Gardens

region of New South Wales to salvage timber.

“I did one year of schooling when we came to Australia and then went straight into the family business,” says Craig, youngest brother and now General Manager of Moreland Holdings Pty Ltd.

The Moreland brothers all started working

logging hardwood. They purchased their own skidder and for a while their business was booming within the New South Wales pine plantation sector. But the local plantation eventually exhausted, and then plans took a turn when the Ash

:


MORELAND HOLDINGS • AUS

destroying many cultivated areas. Like many contractors in the forestry industry, the Morelands ventured to Mount Gambier

“Everyone from everywhere came here to log. When we arrived, we were running our skidders and loaders we brought down with us. Once the clean-up was complete –

thinning operation and we haven’t left,” says eldest brother Kelvin, Transport Manager of Moreland Holdings.

At that time the industry was fast moving to mechanised harvesting, so Colin decided to invest in a couple of tree harvesters to keep up with industry developments.

“We were all operators back then. The harvesters in those days had complicated hydraulics. In truth, they were unreliable

through that patch and as the company grew, we all had to get off the operating gear and start being managers,” laughs David, Forest Operations Manager.

Despite the trials and tribulations with early

has been a leader in the Mount Gambier region. Some innovations include the introduction of single grip harvester with a cut to length system, folding skeletal trailer

log units, which were Elphinstone folding B-double trailers.

Forest owners have been benefactors of

equipment and cultivate new levels of reliability.

“Reliability of equipment is a big part of our company vision and we pride ourselves on it. We’ve always had a big focus on modern, premium equipment, which means we now run most of our rigs on twin shifts 24/7. That creates more production, it fuels

customers,” says Kelvin.

The rigs include three brand new sets of

with BPW Airlight II suspensions and disc Workshop Manager


FIELD OF VISION


brakes, which have recently been purchased

year of pine and blue gum for companies

plantations, South West Fibre, Timberlands and Midway.

Morelands works out of a well-equipped onsite workshop where they complete their own in-house wheel alignments and

They run a tight ship with fourteen in their maintenance crew, including bush mechanics, led by Workshop Manager, Mark Telford.

“We’ve got 75 percent of our trailers here on BPW including all our Elphinstone trailers. It’s our suspension of choice because of the harsh on-and-off road conditions we’re up against. But we have a lot less maintenance on those [BPW] trailers, compared to some

newer discs so there’s no greasing to worry about and we can do rebuilds on the BPWs in one day rather than pulling trailers off the road for four days at a time,” explains Mark.

One of the new Kennedy B-double timber

Graham ‘Meggsy’ O’Day, who feels the trailers are standing up well and that “it’s one of the

“We do a lot of off-road these days with the blue gums. Every day you’re in the bush and some of it’s pretty steep. With our sort of weather, it can turn into a sloppy and boggy environment pretty quickly. Even the main roads out here are very harsh compared to how they used to be, but the trailers pull up a lot squarer with disc; they’re just magic!” says Meggsy.

gross loads from the Noolook plantation in Robe (150 kilometres north of Mount Gambier), and drops it off to Portland for the export market. He also does trips to Colac

trip and in and around the Mount Gambier district to the local saw mills.

The local pine plantation industry has a promising future; in the 2013 calendar year, 3.4 million pine tree seedlings were planted across 2,000 hectares in the Green Triangle plantations and with the rise in log sales, David expects the logging will only expand in the area.

“Pine sales have increased in volume of logs

to businesses like ours, but the blue gum chipping and export overtook pine logging about three years ago and it’s now the biggest industry. The industry exports nearly a million tonne a month in the district, and that’s really got things kicking along.

The original vision of Colin and Raylee – that the Moreland family would have the opportunity for a bright and ambitious future – has been accomplished for their sons.

“Honesty and good service is what stemmed back from Colin basically. He was always big on quality of service to customers and had a focus to cater for their extra needs. He thrived on it, and that’s what we continually strive to do,” concludes Craig.

With quality at the forefront of their business and genuine good nature ingrained in the family blood, the Moreland brothers have set

on the pine and blue gum harvesting and haulage for the new world ahead.

Graham ‘Meggsy’ O’Dey

purchased Kennedy

“EVERYONE FROM EVERYWHERE CAME HERE TO LOG… (DURING THE 1983 ASH WEDNESDAY BUSHFIRES)

27


T&G • NZ

Sliding Sides:a Growing Success StoryWords and photographs by Mike Isle



At present they represent just fewer than 30 percent of T&G’s (formerly Turners

but that percentage proportion is growing rapidly.

The T&G-commissioned, MaxiTRANS-

trailer units are the future, says Allan Nagy, Regional Manager for T&G’s transport operation.

So far T&G has put 11 on the road, another three are about to arrive.

Allan says the idea to invest in sliding sides came when visiting MaxiTRANS intending to commission new trailers.

T&G, which specialises in moving chilled produce from the grower to the retailer, initially settled on curtain siders.

Allan says carrying chilled fruit and vegetables is a delicate balancing operation

and operator procedures. A curtain sider’s ease of access and egress, and its relatively low tare weight were all qualities in its favour.

However, side loading, whilst clearly superior to rear loading, still had substantial operator involvement. And, as Allan points out, at times T&G’s trailers are loaded at the farm gate and loaded by the driver alone.

Even so, curtain siders remained the best

the time.

But that was not the case in Australia.

MaxiTRANS in Australia had developed a different solution—one that offered better insulation qualities, quicker loading and unloading and ‘fail-proof’ operator control for chilled produce transportation.

It came in the form of the Maxi-CUBE Slide-A-Side side loading rigid wall van.

It seemed a classic combination: the insulation qualities of rigid walls combined with the access advantage of curtain siders.

29


T&G • NZ



31

The only trade off? A slight increase in tare weight.

Allan Nagy liked the principle but wasn’t completely sold. T&G decided to test the

the road at the time.

It worked.

Slide-A-Side truck and trailer units.

By July 2015 MaxiTRANS had 11 of them

wheeled axle sets with disc brakes and air

insulated to maintain a constant temperature of minus 5 degrees Celcius; two sliding doors per side for the truck body and three for the trailer. Each door is moved up and down pneumatically by air actuators, and the lateral movement on extruded aluminium rails is so

It is the easiest single person operation imaginable, Allan says.

The transition has been a success on all measurable levels, not the least being resilience.

now three years old, have travelled 500,000 kilometres, and have delivered countless loads.

None has had (or been) a problem, he says.

Despite the success, Allan Nagy says he and

The evolution of the initial quads and then the truck and trailer units was a close collaboration between MaxiTRANS, T&G and heavy vehicle managers TR Group.

That continues as the companies collectively hone the technology.

But the driving force is T&G and its cornerstone operational philosophy. From its fruition as an

global giant and New Zealand corporate icon it is today, the company has always investigated and utilised the latest technology and options to improve its service to customers and industry needs.

Allan Nagy sums it up, “We are in the growing business and we need to grow and change with the business. Our focus is on today and tomorrow. And that is the way we have approached the transition to sliding sides.

“We are not scared to have a go at something which is new and cutting edge to maintain our point of difference.”

“WE ARE NOT SCARED TO HAVE A GO AT SOMETHING WHICH IS NEW AND CUTTING EDGE TO MAINTAIN OUR

Sliding Sides: a Growing Success Story

The lateral movement on extruded aluminium rails is so smooth it is literally


DIGWRIGHT • AUS


Andrew Wright is all too familiar with the perils of piloting heavy loads through

residential streets, around tight corners and in and out of cul de sacs.

His business, Digwright specialises in bulk earthworks, civil contracting and heavy haulage in South East Queensland and, sometimes, New South Wales.

In 2004, Andrew and his father started Digwright as a plant hire company for heavy equipment. Since then, the business has grown from one excavator to thirty-two.

With 34 staff and an equal number of heavy pieces of equipment, Digwright has grown steadily over the past decade, and with it, new demands.

The recent addition of a Drake steering widener trailer has meant that Digwright is now able to service customers faster and more often than ever before.

For Andrew, it’s been a no brainer that has “more than paid for itself.”

“We needed to get our own trailer because we weren’t able to get machines moved on

Words and photographs by Emily Weekes

A steering widener trailer offers Digwright the best of both worlds

STEADY AS A R


33

time,” explains Andrew. “And it was costing us a lot to move equipment.”

“We’re much more versatile now, having our

to, and we’re doing other contractors’ work when we’re not moving our own.”

The decision to purchase a trailer came out of frustration at not being able to get

machines moved on time, as well as the added cost of moving equipment.

“It’s given us a lot more up time with

move machines between sites in shorter periods, is better for our bottom line, rather than waiting for other people to come and get us.”

“It’s given us more control. If a client calls up and needs our equipment we can have it on the road and on site working that day.”

The trailer has been on the road for 12 months, moving high frequency heavy loads, almost every day. Typically, it travels 1,000 kilometres either side of Brisbane, traversing tricky territory along the way.

A ROCK


DIGWRIGHT • AUS


“The area we’re working in, it’s not always highways,” says Andrew. ‘We’re in and out of subdivisions, estates and pokey roads, around the Gold Coast and Brisbane.”

It’s terrain that required a strategic set of

trailer with steerable BPW axles and BPW/Drake hydraulic suspension.

“If we didn’t have steerable axles we’d have real trouble getting that trailer in,” explains Andrew, “We’d spend a lot of time replacing road signs too.”

Manoeuvrability, especially with a 13-metre deck, is essential.

STEADYAS A ROCK


35

“I feel pretty privileged to be asked to come and work for Digwright,” says Ian. “I’ve been driving all my working life and driving low loaders on and off since

Ian takes out a photo of him driving the trailer for the

then had to wait for permits!” he says.

Driving a low load is a challenge most of the time, especially when getting machines onsite. Usually the truck is wide, so there’s a lot more to think about.

“You can’t just drive down the road, although those trips are very nice,” Ian says, laughing. After all, the trailer is just less than 25 metres long when including the dolly.

“This particular trailer has rear steer axles, which makes it a lot easier to get into suburban streets,” says Ian, “whereas if you have a trailer without the rear steer axles they tend to drag and you don’t get the turning circle that you need.”

The trailer deck widens to 3.5 metres wide, and the front two axles widen with the decks.

“This stops the trailer rocking when we have wide loads,” he explains. “This trailer gives us much more stability.”

As for manoeuvring the residential streets of Queensland, Ian says it’s an art – but it’s a learnt art.

“It’s a big learning curve driving trucks,” says Ian. “If you’re not learning you’re doing something wrong.”

IF WE DIDN’T HAVE STEERABLE AXLES WE’D HAVE REAL TROUBLE GETTING

“If we’re moving scrapers through residential streets we need the back to follow us around, otherwise the tyres will get damaged and there’s a lot of carnage.”

The trailer has a composite, hybrid steering widener: the front two axles widen and the back two stay on the same gauge. “This gives us more stability, because those two front axles are at full width, so we’re not rocking and rolling all over the road.”

“It’s the best of both worlds in many ways,” says Andrew.

Choosing a Drake trailer with BPW axles was easy. “It’s a quality product from front to back, says Andrew. “It’s a standard that others try to meet.”

“We expect longer intervals between

maintenance, due to higher quality

money and is easier from an operational perspective. If we don’t have to check our gear as often, there’s less down time.”

There’s only one driver, Ian Petersen.

“That’s why it’s still in good condition,” says Andrew, smiling. “I employed Ian because he’s pulled a lot of trailers and

As a medium-sized business, Digwright often works with competitors in the area, helping out when needed, knowing they can call on others if they run into a bind.

“Some of us have equipment that others don’t,” says Andrew. “Even though we’re competing with each other, wherever you can help out, you do.”



SOUTH WEST FREIGHT • AUS

In 2013, South West Freight Workshop

the Craig Roseneder Award, which recognises technical and maintenance excellence in the workshop.

The award, named in honour of the late Craig Roseneder who was devoted to the development of a safer road transport industry, is a prestigious nation-wide prize. To be chosen

is quick to highlight the work the whole South West team has done in providing him the platform to deliver.

“It was an honour to be recognised for what you’re doing, but it’s a team effort. I get to run around here implementing procedures but that’s based on close communication with the drivers, the operations team and management

as well the workshop crew. It’s about having fun together, improving systems to make things safer and better, it’s what we all work towards,” declares Hardman.

Hardman and his maintenance team run the South West Freight commercial workshop from their Graham Road premises in Mt

comprising of 40 prime movers and 90 trailers

tops, and both single and B-double tautliners. Hardman’s whole focus is about working in line with the South West motto: “safety works

“It becomes a bit of a passion when you’ve built regimes from scratch. For me it’s about setting up that regime around safety and cost

carry dangerous goods (packaged and bulk) so

MAINTENANCE MATTERS

A savvy transport maintenance manager can implement Words and photographs

by Mark Pearce


37

we need to maintain high standards,” says Hardman.

incidents, performance and equipment repairs so as to achieve continuous

for Hardman to purchase appropriate trailing equipment. Sifting through recent data sheets at his desk and cross-checking statistics on his computer, Hardman

of their BPW gear.

“We get four times better braking life on our ECO Plus drum brakes in terms of service. They’re sitting at a million plus kilometres before change over. It’s a massive difference

with BPW,” claims Hardman.

South West Freight recently invested

with BPW axles and suspensions for their

Gambier, Melbourne, Sydney, Brisbane and Adelaide. Accordingly, Hardman decided to move over to genuine BPW synthetic bearing grease (Eco Li Plus), which is now part and parcel of the ECO Plus hub units.

“Since we’ve gone over to synthetic grease we’ve monitored things closely. We don’t need to renew the grease until a brake reline which is usually around the million kilometre mark. Bearings only need to be checked every second service and it makes adjustments easy. The servicing times are a lot faster. So the turnover is a lot faster,” explains Hardman.

and they’ve been acquiring more and more product over the last few years, with longevity being a priority in the purchase decision. As a result, more than half the

with BPW axles and suspensions.

bottom line because we don’t have to turn our trailers over; they’re in for the long haul. It’s about being open to some of these insights which means setting aside any preconceptions about initial cost outlay.”

Equally vital to this view is having freight arrive on time safely. Transport today is a risk-exposed industry and preventative maintenance is crucial to avoid any unnecessary breakdowns so as to keep the

workshop manager, and Hardman – despite

his surname – is a caring man by nature. You can hear it in his voice…

“It’s all about communication to get safety issues resolved. I’m there always trying to keep the drivers happy with niggly repairs. We’ve got a good bunch of blokes and that makes everything a whole lot easier. The other side of things is by getting hold of new quality gear. Having BPW axles and suspension, the data speaks for itself; we’re going to be three to four times better off with that equipment when it comes to any issues.”

Hardman has always had an intuitive understanding of mechanics. He began his working life by following in the footsteps of his father, where he shaped his career by toiling away on light automotive and

medium rigids.

“I was born and bred in the small town of Deniliquin (New South Wales). I’ve been a mechanic all my life. I did my apprenticeship and worked with Dad in the general-purpose workshop for a few years and that’s where I learnt early on in life (since everyone knows everyone in a small town)

Hardman later moved into heavy vehicle mechanics, where he was employed with local repairer [Hussey repairs] for a couple of years before moving on to Booth Transport as workshop supervisor where he

experience. When he became a father it was a natural progression to move to a bigger town like Mount Gambier and take on greater responsibility. It’s ten years since he

started with South West Freight, a company

Ben has been running the operation since Kym passed away in 2010 and has always been a fan of BPW.

“It’s a great company to work for. We just need to make sure we keep our market leader status of providing best service so we can maintain that advantage. To make that happen, we want to improve on getting more people trained up to help with our overall technical knowledge.”

One of the most striking aspects about Hardman is his critical insight about how to provide continuous improvements for better service, and that’s something we can all learn a great deal from, no matter what part of the industry you’re in.


CUSTOMISED GAS AUSTRALIA GROUP • AUS


The gas-powered

Rocket


39

Rodney Flynn is unstoppable. “I live the gypsy lifestyle, you don’t sit still for too

His business card carries his nickname, ‘Rocket’. “I got that nickname because someone’d ring and one day I’d be in Brisbane, the next day in Sydney and the next day in Melbourne.”

Printing the nickname on the card was nothing more than practical: “People might talk about me and say ‘I’ve never met that bloke, but there’s a fella called Rocket in Sydney’… some people know me as Rodney, and some people know me as Rocket.”


CUSTOMISED GAS AUSTRALIA GROUP • AUS


years ago, specialising in repairing LPG and bitumen road tankers. Over the years, his business, Customised Gas Australia Group (CGA) has grown to include specialised transport, including a gas business he bought that supplies the aerosol industry with specialty gases.

“We move about 400 tonnes a week out of Melbourne and up to Sydney and Brisbane,” Rodney said, “we also move various other ISO tanks around Australia and around the world.”

The business remains family-owned, in the hands of Rodney and his wife Kelly.

“What do they say? ‘Behind every good man there’s a worn-out woman!’ She puts up with a lot and she handles the purse strings

Kelly knows what I’m like and she’s backed me from day one, I couldn’t ask for any more.”

Continuity of people is also a strength: “We have a lot of great, long-term staff – I still haven’t had to sack anyone in my life – we’ve got a very high retention rate and we also use sub-contractors. We operate eight road tankers and use sub-contractors except one, so yeah, we’ve got a great crew; they’re a bit like a family and they look after us very well.”

Given the area he’s working in, safety is paramount and compliance rigorous. Rodney has preferred to keep CGA a step ahead, adopting safety innovations as soon as practicable, rather than waiting for them to be mandated.

“Our safety record is second to none – everyone comes to work and everyone goes home again. I’m very proud of our business, we have a lot of long-term customers, we

run an open workshop and there’s nothing to hide,” Rodney said.

He has always aimed to be a step ahead with safety, being an early-mover with features

trailers, or upgrading existing trailers to have them comply.

“That’s where BPW has come in as our preferred axle supplier, everything in our

trailer will be converted at the end of this year.

“To be honest, with all the products we see through our workshop, BPW is probably the lowest cost per kilometre, and as a total package, the service I get from Sydney, and the back-up is great. On top of that, the

technical advice and expertise I get from BPW is worth its weight in gold to me.

“I can ring Scott Merriman and the phone call is always answered and the problem resolved straight away. I don’t need to keep spare parts because, by the time the guys have got axles pulled apart, we will have gone and picked everything up and off we go again. I’m a very happy customer and that’s why we stick with them, because of the product and because of the people.”

When he isn’t on the move, Rodney’s priority is family. “We’ve got three kids and I’m on the road a lot, so when you do get home, you’ve got to give them the time you’ve got, because they just grow up too quickly.”

The gas-powered

Rocket

Rodney Flynn


41

THE CGA SIDELOADERIn the gas-transport side of its business, Customised Gas Australia handles a large quantity of ISO tanks. Trailers for ISO tanks come with their own set of design requirements because they need to be low to the ground.

The traditional solution for ISO tanks is to load them on a drop deck, but that will limit the cargo to 20-foot tanks.

Rodney Flynn worked with side-loader specialists Hammar Australia and its trailer-builders, West-Trans Equipment, to come up with the best solution for his transport needs.

“Originally he was looking for a drop-deck, and we told him about that tapered chassis that complies with the regulations,” Hammar Sales Manager Brendan Biasi said.

“The key thing is that the (tapered) low-chassis complies with the dangerous goods code,” he said. And it also

one 20-foot, two 20s or one 40-foot container,” he said.

stabilisers that go over companion trailers, kind of like the front legs of a praying mantis,” Hammar General Manager Grahame Heap said.

“They go over the companion vehicle you are transferring from, so you don’t have the normal telescope type stabiliser underneath the companion trailer. It’s a lot safer and a lot more stable and can save time; with the overleg, you don’t need to detach the companion trailer from the prime mover.”

Hammar has had a long and successful relationship with BPW. “Our standard is BPW and that’s always been the way,” Grahame said.

“That probably started because BPW was the standard in Sweden and we just followed that, but the reality is, of all our suppliers, BPW ranks among the best, if not the best we have, for accuracy of supply and for delivery time.”

This trailer for CGA features BPW Transpec components including landing legs, 19.5 inch drum brakes, eight stud 275 PCD axles, the AL II air suspension, automatic slack adjustors and Transpec Multivolt EBS and Info Centre.


GRANITE BELT FRUIT FREIGHTERS • AUS


We’re in Queensland but it’s nine degrees outside. Welcome to the

Granite Belt region; the high country of the Great Dividing Range and home to Queensland’s lowest temperatures.

When it snowed in the central town of Stanthorpe, just a few months ago, carloads

region, keen to capture the occasion and

beam the image of snowfall in Queensland across the world.

While chilly, at times, the Granite Belt has the perfect climate for growing grapes, apples, stone fruit and other fruits and vegetables. The region produces the majority of Queensland’s apple crop, with more than 55 orchards in production.

Here we meet Dudley Abraham, a fourth-

generation Stanthorpe orchard owner and founder of Granite Belt Fruit Freighters.

In the early 70s, Dudley decided to dabble in fruit cartage.

“I had an orchard at the time and bought a little four-tonne truck,” says Dudley. “I started running a bit of fruit to Brisbane markets.”

By 1974, Dudley had bought a prime

COOL CARTAGE IN QUEENSLAND

Words and photographs by Emily Weekes


43



GRANITE BELT FRUIT FREIGHTERS • AUS


mover and was carting fruit to the markets for fellow growers.

What started as dabbling, over time developed into a now 41-year old business, Granite Belt Fruit Freighters, which Dudley manages with his sons, Glen and Rodney.

“The boys have always been around the business and wanted to go into trucks,” says Dudley, “but I said they had to do an

As specialists in refrigeration and diesel mechanics respectively, Rodney and Glen each bring different expertise to the business, which has meant Granite Belt Fruit Freighters is able to run a successful and

“We pride ourselves on the fact that we nearly do everything internally,” explains

Dudley. He adds, “other than rebuilding motors.”

Glen runs the workshop while Rodney takes care of customers and refrigeration requirements, with 25 staff on hand to ensure the six docks onsite run smoothly.

“We do all our own van repairs and fridge

to survive if we had to source that out to commercial operators.”

The name, Granite Belt Fruit Freighters, has

And the property has been in the family now for almost 100 years.

“I still live in the original house, but it’s not a farm anymore. I had to make the decision: it was either trucks or farming,” says Dudley.

“I chose trucks,” he says, chuckling. “Not sure which is better!”

Granite Belt Fruit Freighters also carts a majority of the wine bottles and packing cartons required by the local wine industry. It’s a smart move. They can avoid bringing up empty trucks from the cities, and support local industry at the same time.

“It’s only a small amount of our business, but it means a lot to the warehouses here,” says Dudley. “We’re supporting all the businesses that are supporting the growers, whether that’s with fertilisers, cartons or bottles.”

carting fruit and vegetables to Brisbane and Sydney each day, the Abrahams can’t afford to waste any time.

“We have BPW axles on all of our trailers.



45

A TALL ORDERThe Abraham’s most unusual customer is one many might remember from their school days. For the past six years, Granite Belt Fruit Freighters has carted Happy Harold the Giraffe (yes, he’s still alive) and the Life Education van to and from schools in the region.

It’s an impressive sight, a prime mover shifting a caravan of sorts. Glen laughs and says that it’s probably “over kill” when something smaller might do. But for the Abrahams, they’re happy to help move something so valued by schools and loved by children.

That’s our choice when we build a trailer,” says Dudley. “Unless we buy it second-hand and mostly, they too have BPW axles.”

For Rodney, it’s BPW’s consistency that wins hands-down every time. “We’ve never had any dramas,” he says, “and we don’t have to keep a lot of stock for different parts and models, which is good for business.”

Glen adds, “We’ve tried other running gear and it hasn’t been great.” It was hard to source parts quickly with other brands and there was a lack of support for products.

“We’ve had to take other axles out of trailers, we’ve got so fed up with them,” says Dudley. “But with BPW axles, we have to replace them…”

“Never!” says Rodney.


BURGUNDY HEIGHTS • AUS


Burgundy Heights is a logging business

Getting heavy equipment into some tight places is stock in trade for Burgundy, be it in the bush or at a highway bypass.

The business was founded by Dennis and

where Dennis ran a log truck; he sold that and bought this business at Bonville, on the NSW mid-north coast, about 10 minutes from Coffs Harbour.

He always had in interest in engineering, “he

took the business into different markets, built it up and built his own machines and

to make us the business we are now,” said Jarrod Smith, their son, who is the

Jarrod seems to have inherited some of his father’s engineering inclination. One major challenge they have is getting the manoeuvrability they need when transporting heavy equipment, especially when moving heavy equipment for logging or road clearing work.

ENGINEERING INGENUITYTime on the job can be the best educator when it comes to working out equipment solutions; all the more so when the people doing the job have some


47


BURGUNDY HEIGHTS • AUS


“The trouble we have with our (timber) harvesters is that we have to stretch the booms right out to get the height down, but to do that, you have to have the machine up

and the dolly just gets you into all sorts of trouble. You can’t get in and out of the bush with them, they’re just forever a problem.

“So the idea was to get the axles underneath the machine where they need to be and have them all steer. I’d been looking for a while at platforms. One we looked at was an ex-army platform that they used, I think in Desert Storm, for carting tanks around,” Jarrod said.

The more he looked at platform trailers, the more he found they weren’t the solution he was looking for; Jarrod was thinking of designing it himself and then… “One of the blokes that works for us came up to me and said ‘I’ve found what you’re looking for.’

“It was on the cover of the BPW Digest,

low loader by Tuff Trailers). I gave Denis Di Pasquale up there at Tuff Trailers a ring

and they made it work for us. It worked out well,” Jarrod said.

but as he looked deeper into it, Jarrod realised if they made it with six rows, they could take on more work with it to transport equipment other than for their logging operations.

“The manoeuvrability is unreal. It’s surprising,

two tracking axles underneath. This new one is quite a big bit of gear, with a big truck, and it’s surprising, it’s still easier to get around in

“It’s also really good on these road works sites, a lot of time they don’t give you any room and it handles really well – really well in reverse, it just goes wherever you want it to go.”

As logging operations have eased off, Burgundy Heights has had to diversify and this trailer has given them some much-

work and for the road, highway and dam clearing work that now makes up a growing

part of their business.

They previously had two logging crews working in state forests, but that has been cut back to one following the closure of a wood chip mill at Tea Gardens. “Now we have this unique bit of gear that is just perfect for what we need, but we can still use it elsewhere.”

Burgundy Heights has a total staff of around 20 people, but it’s very much a family operation, with Dennis Smith running operations overall, his wife Shirley handling the bookwork (and, in Jarrod’s words, “all the paperwork no-one else likes to do and making sure we’re not spending too much money”).

logging and trucking operations, his brother Brad looks after their clearing operations – highways, roads, dams and more.

“Most of our work is close to home. The boys are down at Berry at the moment on the south coast, but it’s not very often we venture that far away, most of our work is in a pretty close radius of Coffs. It’s a

ENGINEERING INGENUITY


49

great place to live, I wouldn’t want to live anywhere else, so it’s good to be able to do what we do nearby.”

For Burgundy Heights, reliability is paramount and this puts BPW front and centre; they use axles, EBS and TRIDEC suspensions from the BPW Transpec

axles in would have been around about 2002, that would have been a B-double and

went to disc brakes. We had a good run out of them and we started putting BPW gear in everything,” Jarrod said.

“The platform (trailer) is obviously all BPW, it’s probably something we do for peace of mind. We’ve had such a good run out of them, why bother changing them? You get the reliability you’re looking for – knowing you can put them in there and you’re not going to have to touch them for a million ks, that’s very nice to know.”

It counts even more with timber operations: “When you look at the kind of country we are working in, it’s right up there with the hardest work these axles would ever do, I’d reckon. The roads are pretty terrible and you’re hauling four or

of the hardest going you’ll ever see and we really don’t see any trouble with them.”

IT’S PROBABLY SOMETHING WE DO FOR PEACE OF

YOU CAN PUT THEM IN THERE AND YOU’RE NOT GOING TO HAVE TO TOUCH THEM FOR A MILLION



RAINBOW HAULAGE • NZ

On balance, it doesn’tget much better


‘Work-life balance’ is something of a buzz-phrase these days.

In earlier days it was more often referred to, particularly in the transport industry, as ‘work hard—play hard’ and was often employed with a great deal of bravado and worn like a badge of honour—even by those who played perhaps a little harder than they worked.

Fortunately we can be a little more ‘balanced’ about it these days and there are a couple of transport operators living on the banks of Lake Taupo who have managed to get the equilibrium between work and lifestyle just right.

We meet Mark and Siobhain Rainbow, joint-owners of Rainbow Haulage, in a busy café set in the middle of South

Auckland’s industrial area.

They are up from their Taupo base to pick up a load and to have their latest acquisition photographed for this article and the TAA website.

It is an imposing sight sitting out there in an adjacent car park. A head-turner in jet-black: a Kenworth truck and Fruehauf trailer unit.


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Nobody, least of all the interviewer, can blame Mark and Siobhain if they appear impatient to get behind the Kenworth wheel and get the rig back to its Taupo home base: driving is in their blood; Taupo is where they have made their home. Sitting tight in Penrose does not quite hack it.

Mark has been a driver since the day he left school. His father and great-grandfather

were also drivers. In fact, his father,

swing lift when driving for Bridge Freight.

Mark started his career at Temperature Control Distribution (TCD) for metro distribution in Auckland. When TCD

Mark bought an Isuzu and driver became

and semi in 1997 saw metro driver become long-haul driver.

That is when and where they found their pot of gold.

Mark and Siobhain met each other at high school. Every decision from that point--Mark to become owner-driver, to go long haul and, in 1997, to start Rainbow Haulage, was a joint decision.

So was the decision in 2002 to move the operation to Taupo. Initially, it was pragmatic. They had a major contract with Goodman Fielder servicing its Auckland, Palmerston North and Wellington bakeries: a daily run, 1,375 kilometres a day, 420,000, kilometres a year with one truck and three drivers. It made sense to centralise the operation.

Other contracts and routes followed. The company grew steadily, double-shifting and dispatching from Taupo. Pragmatism was working out.

The bonus is the lifestyle.

Siobhain puts it baldly, “If we hadn’t moved to Taupo I don’t think we would enjoy this business as much as we do.”

The couple are self-proclaimed motor heads—anything powered by a motor. They have a motorbike and enjoy the open road. They have a family, a teenage family, that has no inclination or craving for the bright lights of Auckland; all three teenagers take an active part in the business and one—their 14 year-old daughter—has even taken ‘ownership’ of one of the trucks.

All of which is of course possible elsewhere

in New Zealand. “It is just easier in Taupo,” says Siobhan. “The more relaxed lifestyle provides for a more relaxed environment. We don’t have any problem attracting quality drivers. They are all locals and because we are such a small tightly knit community they feel—along with our family—they have a stake in ‘their’ company.

“It also helps that Mark never asks them to do anything he hasn’t done, or still does. And every day, every load is different—there’s none of the mundane day-in day-out stuff we experienced in Auckland.”

Obviously it works. By the beginning of next year, Rainbow will have doubled its

They currently work as owner operators for the Auckland-based company, TAA Logistics (2009) Ltd, owned by Tracey and Andrew Faire.

Andrew and Tracey are another husband and wife team, “Therefore there is a more cohesive professional understanding of the shared business operations and aspirations,” says Siobhan.

“Having the personal stake of family businesses also means we have vested interest in maintaining TAA’s high level of quality standards and best practice.”

The interview over, Siobhain and Mark prepared for their trip home. Mark is doing the driving as he always does; Siobhain is sitting next to him in the cab as she often does.

They are a genuine team drawn together from high school and together making some major moves and decisions that at the time seemed brave but have clearly worked out in the end.

Tonight they will be in Taupo, running a successful and growing company and enjoying a relaxed lifestyle.

Seems they have their work-life balance just about dead right.

Mark and Siobhain Rainbow


GRAYSTAR TRAILERS • AUS

Star qualityby design

Words by Emily Weekes



David Gray is a self-confessed fusspot. He knows what works best and likes

things to last. As a result, Graystar Trailers has established a loyal following and a solid reputation for building heavy-duty, high quality trailers – in just six years.

Leaving school to work in his father’s business, David developed his knowledge and expertise as the industry evolved around him. Moving from dry freight-

now predominantly builds refrigerated trailers.

I’ve always liked building trailers,” says David. “For me it’s not just about being in business, I really enjoy designing.”

In 2009, David and his wife, Samantha

people they hired was an engineer and former colleague, Roger Wiltshire who shared David’s passion for design.

Together, they set to work, determined to do things differently, with Roger working from his kitchen table as the business began to take shape. Today, Roger is in his mid-70s.

“We’re still designing together,” says David, laughing.

“When we started this business, we initiated a lot of changes. Even today, we’re constantly trying to improve our product,” he explains. “Roger is probably one of the most knowledgeable people in this industry!”

With 20 staff on board and 20 trailers or more in various stages of production at any one time, Graystar is a medium-sized business that prides itself on being “more able to focus on what people want.”

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GRAYSTAR TRAILERS • AUS

“We don’t have a production line,” explains David. “Almost everything we build is a one off and that’s the market we work in.

client and regular clients will order one or two B-doubles each year.”

An increasing demand for road train trailers, and the conditions they have to endure, prompted David to look for the most durable componentry in the market.

“I’m very, very fussy,” says David. “We’re typically more expensive than other manufacturers, but that’s because I want materials that meet the highest standard.”

Using European-design insulation technology is a no brainer, according to David, who estimates Europe is likely to be

“When we’re building or designing, we take into account the repairs,” says David. “I’m

always looking down the track for solutions that are smart in the long run.”

They even fabricate their own componentry onsite.

“Our clients understand by paying a bit more, they won’t have to turn over their equipment as often,” says David, “which is really important for road train trailers.”

It’s why Graystar chooses BPW suspension for at least 90 percent of its builds.


Star quality by design


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“Most of our clients, once they’ve experienced BPW, they don’t ever change. Even BPW’s

else’s standard specs,” says David.

“We have so few problems with the spec we use now – that’s why I love it!”

“And if there’s an issue, it doesn’t matter what the problem is. It gets sorted,” says David. “It’s how we work with our customers too, they go out of their way to help.”

When it came time to build their 150th trailer, David wanted to do something special. He approached Jamie Sargeant, one of Graystar’s earliest supporters with an idea.

“It’s very unusual for Sargeant Transport to have sign-writing on a trailer,” explains David, “but Jamie said ‘you design it and use it to your full advantage!’”

The result is striking – a celebration of two businesses, not one.

“We’ve just built an A-trailer to go in front of the 150th trailer, it’s all painted up as well,” says David, clearly chuffed at the idea of continuing this creative collaboration.

“When I started learning how to build, I was like a sponge. I wanted to learn everything!” says David, who admits that he’s still just as

As the business grows, he’s looking to foster that same enthusiasm in others.

“I’m trying to spend more time mentoring our

to make things easier for everyone. That’s the sort of person I am.”

“I’M ALWAYS LOOKING DOWN THE TRACK FOR SOLUTIONS THAT ARE SMART IN THE


HAWKY HAULAGE • NZ

The Size of itWe talk to a man

Words and photographs

by Mike Isle

“The next one is going to be a bit of a challenge.”

Bruce McMurdo, Hawky Haulage’s despatch manager has them daily. It is the business they are in: heavy haulage, and just about every job they do, every load they take, is a challenge.

day. A dangerous day. We are waiting at a red light, approaching Auckland’s busy southern

rear vision mirror. Looming up behind us is a massive Freightliner, pilot vehicles front and back and a giant Hitachi digger on the back.

Is this the truck and trailer unit we are here to photograph?

hurry, we can photograph it when it reaches its destination, an inner-city construction site.

We hurry. Even so, we have too few minutes to spare. An obliging site manager parks the car



out of harm’s way while we grab the camera. A dash across a busy road earns a stern look from a passing cop. The truck looms into sight, slowing for a left turn. We grab what photos we can.

On the road, we are exposed and vulnerable. And successful. Robbie Hawken is a big man doing a big job. He is friendly, affable and virtually inaccessible. Bruce has been trying to arrange an interview for days. Today we strike it lucky. Late in the day, we meet in the

of Auckland.

There are no trucks out here. Every truck is on the road somewhere. Bruce is on the phone incessantly.

This is a busy business.

But Robbie can talk to us. Robbie started

Isuzu, which is still on the road. But not

grown bigger exponentially.

low-loaders, two of which were built by TRT

in Hamilton, with delivery of another coming soon, two eight-wheelers, a four-wheeler and two pilot vehicles.

payload; maximum payload is 71 tonnes.

He employs eleven staff. Seven of them are drivers and Robbie is determined to keep them on the payroll and the payloads. A shortage of quality drivers, particularly

problem, and as Robbie concisely puts it, “When you have them, you do your best to keep them.”

However it is not the only challenge he faces. There is one much larger. One that dwarfs even his payloads—regulations.

Hawky Haulage’s main business is in Auckland, a city that used to be made up of seven individual councils each with its own regulations covering heavy haulage. The councils have amalgamated; the regulations have not. For Hawky Haulage to haul a load across town Robbie has to deal with upwards of three permitting authorities and three sets of regulations—all different. It can

take up to two days to get a permit.

He characterises it as “something of a nightmare” and it could keep Robbie up at night. Except he is often already up, relieving his drivers when they run out of hours. It is the nature of the heavy haulage business; much of it is done at night or early morning. Two nights before, he had started his ‘day’ at 3:00am; this morning, it was a late start—3:30am.

The interview ends. There are still no truck and trailer units outside to photograph. Photography will have to wait for another day—or night—and hopefully in less dangerous conditions than those earlier today.

As we walk to the door, the phone rings as it has done right through the interview.

And just as he has done right through the interview, Bruce answers it.

Another job.

“It never stops,” Robbie grins.

Being in the big business is good business. That’s the size of it.

Robbie Hawken

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THE TRAILER CENTRE • NZ

Karl Robinson works hard. It is tempting to add the hoary old “plays hard” as well.

But, we doubt he does. There is simply not the time.

Karl is building trailers and transporters. Plenty of them, as many as four trailers a week, all shapes, sizes and purposes. He works out of his Upper Hutt workshop and sends his completed trailers all over New Zealand and even as far as Singapore.

He builds and offers trailers off-the-shelf, but prefers to custom build—to extend himself.

The remarkable thing is that he does it mostly on his own. He prefers it that way. As owner/proprietor of Trailer Centre Ltd, it gives him greater control over build quality.

And that is something he stakes his business and reputation on.

Growth of the company has been steady since it started in 2011. Initially, it was just custom trailers and Karl was building most of those out of a shed in his backyard.

However, as his reputation grew so did the

purpose-built workshop.

Karl could have—perhaps, should have—been happy with that. Then came the opportunity to purchase the once renowned but now largely dormant Trailux Horse Float agency. Karl set about the new endeavour with his customary zeal and customising skills.

There was nothing inherently wrong with the Trailux trailers—the problem had mainly been lack of marketing support—but Karl made

and resilience, but adding in additional guards support and closing in the A-frame to prevent step though by horses.

The trailers are built for safety and comfort. They have always had BPW running gear (this

previous owners ten years ago) and Karl has retained that spec.

He says the BPW product is much easier from a build point of view (“though it looks complicated, it isn’t”), adjustments are made easily, and on the road the ride and braking is far superior to anything Karl has seen or used elsewhere.

He has two Trailux models—the Ultimate 340 and The Extender 440. The latter is a metre longer and can accommodate extra facilities

such as tack area and kitchenette. Both, however, are two-horse trailers.

He is currently working on a new 2.5 metre

At the Equidays Show in Hamilton, the 2.5 metre trailer was not on show, it is still being developed, but the earlier ones were, and they garnered a lot of interest from the equine fraternity.

reputation, and many of them are still on the road. Moreover, at one time they could be described as top-end.

Nevertheless, times have changed. Until Karl took them over, they had ceased to be manufactured, and the so-called top-end

trucks that an equine rock star could travel comfortably in—the limousines of horse transport.

Karl does not go there. Does not want to go there. What he wants is to continue to build

priced and can suit any horse owner from pony clubs to high-end eventers.

That is where his niche is.

Our interview with Karl is short. One of the shortest we have conducted. There are two reasons for that. One is that it easy to grasp where The Trailer Centre is at, and where Karl is taking his company—a niche company in demand for quality work

The second is that we are mindful of his workload. Four trailers a week is no easy task for one man. We don’t want to hold him up.

Karl is appreciative of our consideration and is keen to get back to work. But he is not defensive about his workload. Or defeated by it.

“It’s a new company. You just got to do it.”

But he does not do it alone. Not entirely. He has a “young fella” who comes in each weekend to help.

He also has the support of his wife, mother-, and father-in-law, who look after the big picture and are continually advising him how best to move forward.

“When you are working, working, working, it is great to have that support around you.

“That’s how it works. That’s why it works”


We talk to the young engineer and trailer builder who took up the reins of the Trailux Horse Float agency

Hard Work pays off for Young Builder


`

0800 427 956

BPW Axles & Air SuspensionEvery day, thousands of trucks travel on New Zealand’s roads to ensure we are supplied with what we need. However, this logistical masterpiece should not be taken for granted as everything needs to dovetail. It is, after all, the running gear that is exposed to huge loads mile after mile, travelling on rough surfaces in cold weather, high temperatures and dust. BPW has always relied on the

quality of its products to operate even under the harshest of conditions.

For further information go to our web site www.bpwte.co.nz


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